Internal-combustion engine.



v Q- R G. H. JUDSON.

INTERNAL GOMBUSTI IN ENGINE; Arr; 'ATION FILED AUG. mi 1910.

1,109,681, Patnted Sept. 8, 1914.

4 SHEETS-SHEET 1.

$51,545:: E l I G. H. JUDSON.

, INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG.19, 1910.

1,109,681 Patentedsept. 8. 1914.

4 SHEETS-SHEET 2.

' 1 11,00 v m-f0; um

$11 Leanna Q) I a wi/lmeooeoz 4 v G. H. JUDSON.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG.19. 1910.

, 1,109,681, Patented Sept. 8,1914. 3/ 4snnn'rssnnz'r s.

3/ r l f 1 I III a a" F 0. H. JUDSON. INTERNAL COMBUSTION ENGINE.APPLICATION FILED AUG.l9, 1910.

Patented Sept. 8, 1914.

4 SHEETSSHEET 4.

72 FIGS.

WITNESSES: v ENTOR Ma (M.

.oHeMrroN H. JUDSON', or DOBBS runny, New Y ORKI" "INTERNAL-COMBUSTIONENGINE. I

Specification of Lettere Patent. I 1

' Application filed August 19, 1910 Serial No. 578,013.

To all whom it may] concern Be it known that I, CHAMPION H. JUDSON, acitizen of the United States,'res1ding at Dobbs Ferry, in the county ofVVestchester,

' in the State of New York, have invented certain new and usefulImprovements in Interna l-Combustion Engines, of which the following isa specification. I

My invention relates generally to internal combustion engines andspecifically to two-.

cycle engines, that is, engines having an impulse stroke everyrevolution, but features thereof are adapted to be applied alsoto-intern-a1 combustion motors having a different cycle of operation,such, for example, as the well-known four-cycle motor.

' My invention includes improved valve mechanism of manifold advantages,and also.

novel methods of scavenging or riddin the cylinderof the burnt gasesremaining t erein at the conclusion of the power stroke.

,. In the accompanying drawings which form apart of this specification,Figure 1 is a sectional elevation of a four-cylinder en gine of myimproved type; Fig. 2'is a side elevation looking at the left-hand endof Fig. 1'; Fig. 3 is-a transverse section on line III-III of Fig. 1;Fig. 4 is a section, parts being shown in full, on line IV-IV of Fig. 1;Fig. 5 is a sectional view similar to Fig. 1, showing a modification,while Figs. 6 and 7 are sections taken on lines VI and VII,respectively, of Fig. 5; Fig. 8 is a view simi lar to Fig. 1',illustrating a modification; Fig. 9 is a transverse sectional view takenon line IX-IX of Fig. 8; Fig. 10 is a sectional View taken on line XX ofFig. 8; Fig. 11 is a longitudinal sectional view of the beveledgeafshown in plan view in Fig. 9. Referring in detail'to the drawingsillustrative of the form shown in Fig. 1, the numeral 1 designates abase on which are mounted the cylinders 2 in which recipro-' catetheopistons 3. Connecting the pistons with the crank shaft 4 are theconnecting rods 5. Upon the end ofthe crankshaft are .mounted thefly-wheel 6 and adjacent toit the bevel gear 7- meshing with a similargear'8 on the sleeve 9 whichhas" at its upper extremity .the collar 10.This'collar and the gear-8 are so disposed with reference to the bearingblock of-the sleeve supported upon the frame of the structure that thesleeve is free to rotate, but is prevented from moving in a verticaldirection. Within the sleeve is-the vertical shaft 11, a pin 12 uponwhich enter the cylinders, at t passes through the'oblique slot 13 inthe sleeve. At the upper end of the shaft is located a sleeve 9 havingan oblique slot 15 in which the pin 14 enters, the sleeve 9 havinga.-collar.l6 facing that of the lower sleeve but being otherwisedisposed in the bearing block 17 in a manner-similar to that of thelower sleeve 9. The slot- 15 has an inclination reverse to that of theslot 13. 1 Carried upon the upper end of the sleeve 16 is the bevel gear18 meshing with a similar 'gear" 19 upon the horizontaltubular valvestructure 20. Intermediately disposed upon the shaft 11 with respect tothe two sleeves is the grooved member 21, entering the groove in whichare the claws 22 of the bell crank lever 23, which is pivoted to themain frame at the point 24. Thevalve mechanism includes a horizontaltubular. member 20 having ports 25 adapted to register with ports26 inthe top of the cylinders, this tubular structure being rotated by thegears 18 and 19 from the shaft 11. Carried upon one end .of the valvemechanism is the dis- Pat ntedsept. s, 1914.

tributer 27 of the ignition system having the four contacts 28disposedat intervals of degrees about the cirdumference of thestationary ring 29 and contacting with the brush 30 carried on the endof the tubular structure 20. Wires 31 lead to the spark plugs'32 in thecylinder heads and provide means for igniting the explosive mixture inthe manner usual in internal combustion engines. By operating the lever23 the shaft 11 may be moved in a vertical direction, and by virtueof'the actionof the pins 12 and 14 in their reversely inclined slots 13and 15, the angular relation of the gears 8 and 18- may be varied atwill, thereby altering the time at which theports 25 will register withthe ports 26 and 1permit the charge to e same time varying the time atwhich the explosions. in the cylinders will occur. At the end of thetubular..valve opposite to that upon which is mounted the distributingsystem, I preferably place a blower 33 which may be of the centrifugalor anyoth'er well-known type,

The supply pipe 34 of this blower leads from the carbureter 35 and theexplosive mixture is therefore taken from the carbureter and.

forced under pressure into the tubular valve 20, being admitted to thecylinders in rota-' tion at the times when the ports 25 register.

with the orts 26'. Formed about midway in the cy inders'are'the exhaustports 32 leading to the exhaust manifold 37. The cylinders may beprovided With. water jackets 38 for the purpose of keeping thetemperature of the cylinders at a workable point.

In the operation of my device, the cycle is as follows: Considering theexplosion of the previous stroke to have taken place and the pistonforced down to the point where it has commenced to uncover the exhaustports, the spent gases, being at a pressure much greater thanatmospheric, will rush into the ports and out through the exhaustmanifold as soon as the ports are uncovered. {Before the ports arecompletely opened, rotation of the tubular valve brings the inlet ports25'opposite to the cylinder ports 26 and the explosive mixture underpressure is-forced into the top of the cylinder, thereby aidingin'scavenging the cylinder of the spent gases of the previous stroke.

As the piston starts on its upward or compression stroke, it earlyclosesthe exhaust ports,.and then the tubular valve, having by this timerotated so that the inlet ports no longer register with the ports in thetop of the cylinders, the explosive mixture is confined in-the cylinderand compressed by the continued travel of the piston. The distributercauses a spark to ignite the mixture just before the piston reaches thetop of its stroke. The angularity of the firing mech-.

anism and of the inlet valve with respect to the crank shaft is made varable to allow an earlier firing and an earlier inlet of the firingcharge inorder to effect the most econoInical operation at high speeds.

.Now referring in detail to the modification illustrated in Figs. 5, 6and 7, the means for injecting the charge under compression in thismodification comprise a centrifugal blower 39, or other suitable meansfor compressing air, which may be belt-driven from the pulley 40 on oneend of the crank shaft. Theoutlet pipe 41 from this blower has twobranches, 42 and 43. The branch 42' leads, by means of a manifold 44, tothe small inlet ports 45 in the cylinder opposite the exhaust port 36.The inlet port 45, I preferably make of less area than the exhaust port,the bottom of the inlet port being upon the level of the bottom of theexhaust pm, and the top of the inlet port being below the level of thetop of the exhaust port, and preferably at about half its height; thesedimen-.

sions need not, however, be strictly adhered to. The secondfbranch ofthe outlet pipe from the blower leads to a jet 46 which discharges intothe cylindrical chamber 47. Tapping one side of this chamber is thedischarge pipe 48 from the carbureter- 35. In the modificationillustrated in Fig. 5 I' have shown the lower portion of the verticalshaft 11 as square, as indicated at 49, and engaging a correspondinglyshaped socketin the sleeve 9, in place of the pin and slot mechanismshown in Fig. 1. In other respects the mechanism of Fig. 5 is similar tothat of Fig. 1.

The operation of the motor of Fig.5 differs from thatof the form firstdescribed in that air pressure is forced by the blower 39 through thejet 46 which is centrally disposed with relation'tc the end of thetubular inlet valve 20, and therepicks up suflicient hydrocarbon vaporsupplied by the carbu reter, to form the proper explosive mixture, whichis carried into the tubular inlet valve still under pressure. The cycleof operation is as follows: Supposing the piston to have reached nearlythe end of its'stroke and to be just uncovering the exhaust port, thecylinder will then be filled with burnt gases remaining from the powerstroke, and, as soon asthe exhaust port is uncovered these gases, bemgunder high pressure, will rush there through. An instant after thepiston uncovers the exhaust port it will also uncover the small port 45oppositethereto and will permit a current of air under pressure to passinto the cylinder. At practically the same instant that the exhaust portfirst opened, the inlet port at the top of the cylinder also opened andthe explosive mixture under pressure entered the cylinder. The functionof the current of air from the air port '45 is to aid increat-ingacirculation which will help to rid the cylinder. of the spent gasesremaining after the power stroke, and also to cool, to some extent, theinterior of the cylinder, although not to a degree which will preventefficient and economical operation. tudinal length of the air port issmall, the piston closes it soon after starting on its up stroke, andtherefore, as the curcurrent of airis cut off early in the stroke, theexplosive mixture is not diluted to an appreciable degree, and thescavenging of the cylinder is accomplished in this manner withoutalfecting the efficient operation of the motor through the waste of thehydrocarbon.

The modification illustrated in Figs. 8 to 11, inclusive, is similar inconstruction to the engine shown in Fig. 1 with the exception of themeans for altering the angularity of the valve mechanism with respect tothe crank shaft and the method of mount ing the tubular valve mechanismon the frame of the engine. Referring to these figures, the numeral 50designates the flywheel mounted on the end of the crank shaft, to theother extremity of which is keyedthe beveled gear 51 meshing with thegear 52 having the two bearing surfaces 53 and 54, adjacent to which arethe collai'por- As the longigiven the same pitch as the twisted shafmechanism is grouped. By operating the bell'prank lever throughthe'agency of this link, the'shaft61 will be-translated longitudinally, andowing tothe twist which it we adapted to straddle the gear 52, and

5 Within the gear- 52 is the square shaftfil, which is twisted equallyon each side of the} centerin the same horizontal direction, theiinternal surface 62 of the gear 52 being The shaft passes through a hole63 in the bracket 58 and through a bracket 64 similar to the bracket 58,there engaging a symmetricallydis'pose'd gear 65 similar to, the gear-52. The gear 65 meshes with the gear 19 keyed to one end of; the tubularvalve strucmm 20. The upper end of the shaft 61 terminates in agroovedbearing member 66 which isengaged bythegjafws 67 carried on 20pivoted at the one end of the bell-crank lever 68 which .is

aflixed to the mam frame. Tothe other extre'mity 71 of the bell-cranklever is pivoted a link 7 2 which may be extended to the portion of theengine where the controlling has, the gears 65- and 52 will change theirrelative angularity, and by this method the "relativefangularity of thetubular valve structure and the erank shaft may be altered at willwithin such limits as may be desired valve structure in such manner thatit may be readily removed for purposes ofcleaning is formed a seat-73which is in the same horizontal plane with the center of the tubularvalvestructure. place by a cap. plate '74 whichmay extend theentir'elengthof the engine and be bolted to vthe seat 73 by thestudbolts orother T means 75. By the removal of these bolts the cap plate may belifted off and the tubular ,valve structure removed without tearingdown'an'y of the other portions of the engine. p v

Having thus described my invention, I claim: I Y

1 An internal combustion engine'having in connection between sai' crankshaft and point in the stroke atwhich thevalve shall open and close.

2. An internal combustion en 'ne having i anexplosion chamber, a pistont erein actuating a crank shaft, a-'valve at the head end rali'ty point69- to a standard'FO in the eflicient operation of the engine. In Figs.Sand 10fis also illustrated an vimproved method of 'mounting the tubular'or repair. At the upperiend of the cylinder.

The latter is held ina crankshaft, a functionin valve and drivof saidexplosion chamber, and means for altering the'poiht in sti'oke at whichthe means 'for positivelyrotating one of' said blocks from the crankshaft and means for transmitting motion from the other to said valve. In

t, 3. An internal combustion engine having belng cut to conform closelyto the latter,

an explosion chamber, a piston therein actuating a crank shaft, a rotarytubular valve at the head end of the explosion chamber, and

"cluding a plurality of blocks, atwisted shaft passing through saidblocks and fitting the same, means for positively rota-ting one of saidblocks from the crank shaft, and means for transmitting rotation-fromthe other to said valve.

4. An internal combustion engindhaving an explosion chamber, a pistontherem actuating a crank shaft, a rotary tubular valve t the head end ofthe explosion chamber, and means for altering the angularlt-y of saidvalve with respect tosaid crank shaft,

including a' plurality; of blocks, a twisted shaft passing through saidblocks and adapted to fit the same, means for posititely rotating onevof said Blocks from the crank shaft,

means fofltransmitting rotation from the,

"other to said valve, and means for adjusting said twisted shaftin'alongitudinal direction. 7

l 5. An internal combustion engine having valve shall open and close,including apluof blocks, a twisted shaft passing throughsaid blocks and"fitting the same,

an explosion chamber, a piston thereiiractuating a crank shaft, a rotarytubular valve at the head end of the explosion chamber, and means foraltering the angularity of saidvalve with respect to said crank shaft,in-

eluding a block rotated from said crank shaft alined with a blockrotating said valve and.

a twisted shaftpassing through said block% and fitting'the same, andmeans for adjusting said shaft longitudinally while the engine is inoperation. 7

6. In combination, in an internal combusitlOIl engine, a carbureter, anexplosion chamber, an exhaust port therein-and means for supplying theexplosive mixture to the explosion chamber at a higher pressure thanexists in the explosion chamber shortly after the opening of saidexhaust port, including a blower and a rotary tubular inlet valve at,

the head end of said explosion chamber, and

means for varying the point in the cycle at which the mixture isadmitted to the explo sion I chamber.

7. In combination, in an internal combustion engine, a carbureter, anexplosion chamber, an exhaust port therein and means for supplyin theexplosive mixture to the explosion c amber at a higher pressure thanexists in the explosion chamber shortly after the opening of the exhaustport, including a blower, and a rotary tubular inletvalve at the head ofsaid explosion chamber, and meansfor varying the point in thecycle atwhich the mixture is admitted to the explo- 5 sion chamber While theengine is in operation.

In testimony whereof I have signed my

